Task II.B
Flight Deck Management
To determine the applicant exhibits satisfactory knowledge, risk management, and skills associated with flight deck management practices.
Note: See Appendix 2: Safety of Flight.
References: 14 CFR part 91; AC 120-71; FAA-H-8083-2, FAA-H-8083-3, FAA-H-8083-25; POH/AFM
Study Notes
By regulation, the required brief is narrow: how to fasten and unfasten their seatbelt and shoulder harness, and that belts must be on for taxi, takeoff, and landing (91.107). As PIC I must ensure everyone is briefed and belted before I move the airplane. A good briefing goes well beyond the minimum — I use SAFETY:
- S — Seatbelts and shoulder harnesses (how to operate; on for taxi, takeoff, landing)
- A — Air vents, environment, and airsickness bags
- F — Fire extinguisher location and use
- E — Exits, emergencies, evacuation plan, and equipment (ELT, survival gear)
- T — Traffic help and Talking (sterile flight deck during critical phases)
- Y — Your questions? Plus: I'm the PIC, and stay clear of the propeller at all times
A sterile flight deck means no non-essential conversation or activity during critical phases — taxi, takeoff, approach, landing, and anything abnormal. I brief passengers on it up front so asking for quiet isn't awkward in the moment. Airlines are required to do it; I adopt it voluntarily because distraction during critical phases is a leading accident factor (AC 120-71).
Loose items are three hazards at once:
- Projectiles in turbulence or a sudden stop
- Jammed controls — the classic water bottle under the rudder pedals
- Weight and balance shifts as heavy items slide
Baggage gets strapped down or stowed within placard limits, and I confirm the baggage door is latched as part of my flow.
No part 91 rule mandates current charts for VFR, but 91.103 requires familiarity with all available information, and stale data undermines that. My practice: current sectional/EFB data and Chart Supplement info, and if I use GPS I check the database cycle — expired data gets treated with suspicion, especially for airspace and frequencies.
The autopilot and EFB are workload tools, not substitutes for flying. My rules:
- Program before taxi, not while moving
- Always know what mode the automation is in
- If it does something unexpected, disconnect and hand-fly first, troubleshoot second
For the EFB I carry a backup, manage battery and overheating, and mount it where it doesn't block view or controls.
Give them a real job — watching for traffic, holding checklists. That channels curiosity into usefulness. The briefing already set the rule: during sterile phases, speak up immediately for traffic or smoke, hold everything else until cruise. If a distraction happens anyway, fly the airplane first, then deal with the cabin.
Same 91.213 process as preflight: is it required by the type design/equipment list, by 91.205 for this kind of flight, or by an AD?
Not required: deactivate, placard it INOP, and I can go.
Required: no flight until it's fixed or properly deferred.
Beyond legality, I ask whether it's smart for this mission — legal to go isn't always safe to go.
Official ACS elementsreference
Knowledge4 elements
The applicant demonstrates understanding of:
PA.II.B.K1Passenger briefing requirements, including operation and required use of safety restraint systems.PA.II.B.K2Use of appropriate checklists.PA.II.B.K3Requirements for current and appropriate navigation data.PA.II.B.K4Securing items and cargo.
Risk Management3 elements
The applicant is able to identify, assess, and mitigate risk associated with:
PA.II.B.R1Use of systems or equipment, including automation and portable electronic devices.PA.II.B.R2Inoperative equipment.PA.II.B.R3Passenger distractions.
Skills4 elements
The applicant exhibits the skill to:
PA.II.B.S1Secure all items in the aircraft.PA.II.B.S2Conduct an appropriate passenger briefing, including identifying the pilot-in-command (PIC), use of safety belts, shoulder harnesses, doors, passenger conduct, sterile aircraft, propeller blade avoidance, and emergency procedures.PA.II.B.S3Properly program and manage the aircraft’s automation, as applicable.PA.II.B.S4Appropriately manage risks by utilizing ADM, including SRM/CRM.